Vehicle Suspension Kit having Multi-purpose Shock Absorber and Related

ABSTRACT

A multi-purpose shock absorber for a vehicle suspension having an absorber body with an outer surface, and a movable piston having a first end disposed within the absorber body and a second end configured to couple with a part of the vehicle. There is a magnet assembly disposed around and external of the movable piston at the second end. The absorber has a sensor assembly having a sensor body coupled with the outer surface. An inner sensor body has a sensor disposed therein configured to detect a linear change in a position of the magnet assembly.

BACKGROUND Field of the Disclosure

This disclosure generally relates to a vehicle modification kit having amulti-purpose shock absorber. In particular embodiments, the disclosurerelates to an air suspension kit that includes a shock absorberconfigured with a hall effect sensor.

Background of the Disclosure

As anyone who as ever rode in a vehicle would know, a bumpy ride makesfor an unpleasant ride. To smooth the experience, a typical vehicle hasa conventional spring and shock absorber system used to reduce shock orconcussion when the vehicle strikes a bump or encounters rough terrainin the surface of the road. The shock absorber is mounted between theautomobile frame and the axles, and usually entails a piston and someform of dampener inside a cylinder partially filled with fluid.

When the wheel hits the bump, instead of the axle communicating theshock directly to automobile frame, the piston is pushed upwardly ordownwardly. The fluid in the cylinder, with or without additional shockdampening means, resists and decelerates the movement of the piston thusoffsetting the force of the bump. The hydraulic fluid, rather than theframe, absorbs some, most, or in some instances, all of the ‘shock’(essentially an energy dissipation).

On the other hand, there are those who might seek out a bumpy ride onpurpose, such as those that enjoy off-roading. Off-roading is theactivity of driving or riding a vehicle on unsurfaced roads or tracks,made of materials such as sand, gravel, riverbeds, mud, snow, rocks, andother natural terrain. Types of off-roading range in intensity, fromleisure drives with unmodified vehicles to competitions with customizedvehicles and professional drivers.

A traditional vehicle for road driving is unsuitable for off-roading.For example, if someone needed to traverse an area that required ahigher or lower ground clearance than their vehicle currently had, theywould need to take their vehicle to a shop, purchase a completely newsuspension system, and then pay someone to replace the entire suspensionsystem on the vehicle (which takes time and is a costly endeavor). Afterthat, if the user wanted to return to the lower suspension height he/shewould have to repeat that process in reverse, which may not be possibledue to physical changes and alterations of the vehicle chassis that mayhave been needed to replace all of the hard components during the firstconversion.

Thus, off-roaders typically look for a custom vehicle made suitable foroff-roading. In some instances, an off-roader may be such an enthusiastthat he/she wants to use a vehicle with an after-market modification ofsome kind.

For example, one might modify a vehicle with an air suspension kit, butsuch kits do not have the automation or features, and simply read linearor radial potentiometers to determine and adjust height.

Additionally, if you had existing air suspension equipment and weretraveling with suspension at a height that offsets the vehicle center ofgravity at a dangerous level, there would be no way with existingproducts for the vehicle to lower modify its center of gravityautomatically, thereby increasing driver safety. These systems arelimited in ability and features.

Since the advent of the automobile, suspension has been fixed to aspecific height. There might be some flexibility within a very shortrange of travel of this fixed position in order to provide a smootherride for passengers, but this range is very limited. Up to this point,to make any adjustments to suspension height requires a great deal ofmanual labor, expensive additional parts and extended periods ofservice.

What is needed is a fast and economical way to modify a vehicle with asuspension kit that is multi-purpose, easy to operate, and may easilyconvert a vehicle from roadway configuration to an off-roadconfiguration (and back again).

Embodiments herein solve a lot of labor intensive and part intensivework, and opens up a much larger variety of driving experiences andterrain possibilities with the same vehicle that requiring little or noinput from the user.

SUMMARY

Embodiments of the present disclosure pertain to an improved suspensionkit with a multi-purpose shock absorber, and related systems,assemblies, and methods.

Embodiments herein may pertain to an air suspension kit for a vehiclethat may include one or more of the following: a bumper housing forcoupling to the vehicle; a shock absorber assembly for coupling betweenan axle and suspension of the vehicle. The absorber assembly mayinclude: an absorber body having an outer surface; a movable pistonhaving a first end disposed within the absorber body and a second endcoupled with the axle, wherein a magnet assembly is disposed around themovable piston at the second end. There may be a sensor assembly havinga sensor body coupled with the outer surface. The sensor assembly mayhave an inner sensor body with a hall effect sensor disposed therein.

The kit may include an air spring. The sensor assembly may be configuredto detect changes in the position of the magnet assembly.

The bumper housing may include any of: an inner cavity accessible byopening a bumper door; an air compressor disposed within the innercavity; and a control unit also disposed within the inner cavity, andoperably engaged with the shock absorber assembly via a cable. There maybe a speed calculation is determined based on changes in linear heightof the magnet assembly.

The air control unit may be operably configured to change a height of aportion of the vehicle by activating the air compressor to fill ordeflate the air spring. The air control unit may have a processor (withrespective circuit board) configured to process data and send a controlsignal to any component of the vehicle, such as the air spring (viacompressor).

The sensor assembly may have a central sensor axis. The absorber bodymay have a central body axis. The central sensor axis and the centralbody axis may be parallel to each other.

The magnet assembly may include any of: a hollow spool body comprising aflared end; a first ring magnet disposed around the hollow spool body,and engaged with the flared end.

The absorber body may have a first body end for receiving the movablepiston therethrough, and a second body end for coupling the shockabsorber assembly with a chassis of the vehicle, wherein the second endcomprises a bushing.

Yet other embodiments of the disclosure pertain to a shock absorberassembly for a vehicle that may include: an absorber body having anouter surface; a movable piston having a first end disposed within theabsorber body and a second end configured to couple with a part of thevehicle. There may be a magnet assembly is disposed around and externalof the movable piston at the second end.

The absorber assembly may include a sensor assembly having a sensor bodycoupled with the outer surface. An inner sensor body may have a halleffect sensor disposed therein configured to detect a change in aposition (e.g., linear) of the magnet assembly.

The detection of the change in the position of the magnet assembly mayresult in a data signal used for calculating a speed of the vehicle.

The sensor assembly may have a central sensor axis, wherein the absorberbody has a central body axis, and wherein the central sensor axis andthe central body axis are parallel to each other.

These and other embodiments, features and advantages will be apparent inthe following detailed description and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

A full understanding of embodiments disclosed herein is obtained fromthe detailed description of the disclosure presented herein below, andthe accompanying drawings, which are given by way of illustration onlyand are not intended to be limitative of the present embodiments, andwherein:

FIG. 1A shows a front view of an automobile system according toembodiments of the disclosure;

FIG. 1B shows a component view of an air suspension kit (or assembly)for an automobile system like that of FIG. 1B according to embodimentsof the disclosure;

FIG. 2A shows a front ‘closed door’ view a bumper housing useable withan air suspension kit (or assembly) according to embodiments of thedisclosure;

FIG. 2B shows an ‘open door’ view of the bumper housing of FIG. 2Aaccording to embodiments of the disclosure;

FIG. 2C shows a component view of a compressor and a control unitdisposed within the bumper of FIGS. 2A/2B according to embodiments ofthe disclosure;

FIG. 2D shows a circuit board for a control unit like that of FIG. 2Caccording to embodiments of the disclosure;

FIG. 3A shows a longitudinal side cross-sectional view of amulti-purpose shock absorber according to embodiments of the disclosure;

FIG. 3B shows a longitudinal side cross-sectional view of a magnetassembly for use with a multi-purpose shock absorber like that of FIG.3A according to embodiments of the disclosure;

FIG. 3C shows a side component view of the shock absorber of FIG. 3Ainstalled on a vehicle according to embodiments of the disclosure;

FIG. 3D shows a component view of a control panel installed on a vehicleaccording to embodiments of the disclosure;

FIG. 4A shows a simplified block diagram view of vehicle having anelevated height according to embodiments of the disclosure; and

FIG. 4B shows a simplified block diagram view of vehicle having areduced height according to embodiments of the disclosure.

DETAILED DESCRIPTION

Regardless of whether presently claimed herein or in another applicationrelated to or from this application, herein disclosed are novelapparatuses, units, systems, and methods that pertain to a shockabsorber, details of which are described herein.

Embodiments of the present disclosure are described in detail withreference to the accompanying Figures. In the following discussion andin the claims, the terms “including” and “comprising” are used in anopen-ended fashion, such as to mean, for example, “including, but notlimited to . . . ”. While the disclosure may be described with referenceto relevant apparatuses, systems, and methods, it should be understoodthat the disclosure is not limited to the specific embodiments shown ordescribed. Rather, one skilled in the art will appreciate that a varietyof configurations may be implemented in accordance with embodimentsherein.

Although not necessary, like elements in the various figures may bedenoted by like reference numerals for consistency and ease ofunderstanding. Numerous specific details are set forth in order toprovide a more thorough understanding of the disclosure; however, itwill be apparent to one of ordinary skill in the art that theembodiments disclosed herein may be practiced without these specificdetails. In other instances, well-known features have not been describedin detail to avoid unnecessarily complicating the description.Directional terms, such as “above,” “below,” “upper,” “lower,” “front,”“back,” etc., are used for convenience and to refer to general directionand/or orientation, and are only intended for illustrative purposesonly, and not to limit the disclosure.

Connection(s), couplings, or other forms of contact between parts,components, and so forth may include conventional items, such aslubricant, additional sealing materials, such as a gasket betweenflanges, PTFE between threads, and the like. The make and manufacture ofany particular component, subcomponent, etc., may be as would beapparent to one of skill in the art, such as molding, forming, pressextrusion, machining, or additive manufacturing. Embodiments of thedisclosure provide for one or more components to be new, used, and/orretrofitted to existing machines and systems.

Various equipment may be in fluid communication directly or indirectlywith other equipment. Fluid communication may occur via one or moretransfer lines and respective connectors, couplings, valving, piping,and so forth. Fluid movers, such as pumps, may be utilized as would beapparent to one of skill in the art.

Numerical ranges in this disclosure may be approximate, and thus mayinclude values outside of the range unless otherwise indicated.Numerical ranges include all values from and including the expressedlower and the upper values, in increments of smaller units. As anexample, if a compositional, physical or other property, such as, forexample, molecular weight, viscosity, melt index, etc., is from 100 to1,000. it is intended that all individual values, such as 100, 101, 102,etc., and sub ranges, such as 100 to 144, 155 to 170, 197 to 200, etc.,are expressly enumerated. It is intended that decimals or fractionsthereof be included. For ranges containing values which are less thanone or containing fractional numbers greater than one (e.g., 1.1, 1.5,etc.), smaller units may be considered to be 0.0001, 0.001, 0.01, 0.1,etc. as appropriate. These are only examples of what is specificallyintended, and all possible combinations of numerical values between thelowest value and the highest value enumerated, are to be considered tobe expressly stated in this disclosure. Numerical ranges are providedwithin this disclosure for, among other things, the relative amount ofreactants, surfactants, catalysts, etc. by itself or in a mixture ormass, and various temperature and other process parameters.

Terms

The term “connected” as used herein may refer to a connection between arespective component (or subcomponent) and another component (or anothersubcomponent), which may be fixed, movable, direct, indirect, andanalogous to engaged, coupled, disposed, etc., and may be by screw,nut/bolt, weld, and so forth. Any use of any form of the terms“connect”, “engage”, “couple”, “attach”, “mount”, etc. or any other termdescribing an interaction between elements is not meant to limit theinteraction to direct interaction between the elements and may alsoinclude indirect interaction between the elements described.

The term “mounted” as used herein may refer to a connection between arespective component (or subcomponent) and another component (or anothersubcomponent), which may be fixed, movable, direct, indirect, andanalogous to engaged, coupled, disposed, etc., and may be by screw,nut/bolt, weld, and so forth.

The term “fluid” as used herein may refer to a liquid, gas, slurry,single phase, multi-phase, pure, impure, etc. and is not limited to anyparticular type of fluid such as hydrocarbons.

The term “fluid connection”, “fluid communication,” “fluidlycommunicable,” and the like, as used herein may refer to two or morecomponents, systems, etc. being coupled whereby fluid from one may flowor otherwise be transferrable to the other. The coupling may be direct,indirect, selective, alternative, and so forth. For example, valves,flow meters, pumps, mixing tanks, holding tanks, tubulars, separationsystems, and the like may be disposed between two or more componentsthat are in fluid communication.

The term “engine” as used herein may refer to a machine with movingparts that converts power into motion, such as rotary motion. The enginemay be powered by a source, such as internal combustion.

The term “motor” as used herein may be analogous to engine. The motormay be powered by a source, such as electricity, pneumatic, orhydraulic.

The term “pump” as used herein may refer to a mechanical device suitableto use an action such as suction or pressure to raise or move liquids,compress gases, and so forth. ‘Pump’ can further refer to or include allnecessary subcomponents operable together, such as impeller (or vanes,etc.), housing, drive shaft, bearings, etc. Although not always thecase, ‘pump’ may further include reference to a driver, such as anengine and drive shaft. Types of pumps include gas powered, hydraulic,pneumatic, and electrical.

The term “utility fluid” as used herein may refer to a fluid used inconnection with the operation of a heat generating device, such as alubricant or water. The utility fluid may be for heating, cooling,lubricating, or other type of utility. ‘Utility fluid’ may also bereferred to and interchangeable with ‘service fluid’ or comparable.

The term “sensor” as used herein can refer to a device that detects ormeasures a physical property and may record, indicate, or otherwiserespond to it. The output of a sensor can be an analog or digitalsignal.

The term “Hall effect sensor” as used herein may refer to a sensor withrespective circuitry suitable to generate a digital signal or pulse, orwork as a magnetic switch latch, based on a change in magnetic field.The sensor may include a device or element having an electric currentrunning through it, and can further be associated with an amplifier anda trigger, or a transducer, converter, and the like. A sensor assemblymay include one or more Hall effect sensors spaced apart.

The term “circuit board” (also ‘printed’ circuit board) as used hereincan refer to a board that mechanically supports and electricallyconnects electronic components using conductive tracks, pads and otherfeatures. Components (e.g., capacitors, resistors, etc.) can be solderedonto the circuit board and connected via various conductivity paths.

The term “controller” or “control unit” as used herein may refer to aCPU with additional function or structure, such as RAM, ROM, and orperipherals like I/O all embedded on a single chip. The CPU may have arespective circuit board and circuitry disposed in a housing. An ‘aircontrol unit’ is one that may utilize pneumatic data signals, as wellcontrol airflow.

The term “processor” as used herein may refer to a logic chip or acomputer processor on a microchip. The processor may have most or allcentral processing unit (CPU) functions.

The term “computer readable medium” (CRM) as used herein may refer toany type of medium that can store programming for use by or inconnection with an instruction execution system, apparatus, or device.The CRM may be, for example, a device, apparatus, or system based onelectronic, magnetic, optical, electromagnetic, or semiconductorfunction. By way of further example, the CRM may include an electricalconnection (electronic) having one or more wires, a portable computerdiskette (magnetic or optical), a random access memory (RAM)(electronic), a read-only memory (ROM) (electronic), an erasableprogrammable read-only memory (EPROM, EEPROM, or Flash memory)(electronic), an optical fiber (optical), and a portable compact discmemory (CDROM, CD R/W) (optical). There may be a USB serial port that ison this system. The USB may allow, for example, a computer to plug intothe air controller and receive text messages from the system thatcontain diagnostic or data points for development or whatever thecurrent development requires

Referring now to FIGS. 1A and 1B together, a front view of an automobilesystem and a component view of an air suspension kit (or assembly),respectively, illustrative of embodiments disclosed herein, are shown.

FIG. 1A and 1B show an automobile system 100 that may include a vehicle106 configured with a suspension kit 101. While not with any limitation,the vehicle 106 may be motorized via an engine powered by a fuel source,such as gasoline, electricity, or the like. The vehicle 106 may besuitable for any type of terrain, such as paved road, gravel, or anykind of ‘off road’ surface.

Embodiments herein apply to the suspension kit 101 that may be aninclusive assembly of a number of components, subcomponents, etc. whichmay be further associated with operable systems, subsystems, assemblies,modules, and so forth that may overall be referred to as a ‘kit’. Someaspects of kit 101 may be described in detail, whereas others onlybriefly, if at all. The kit 101 may be sized and optimized accordinglyfor operable coupling with any type of vehicle, and may be operable tofacilitate or provide multi-terrain functionality. Any component,subcomponent, etc. may be configured for durability and for ruggedenvironments, and as such, be waterproof, dustproof, and the like. Thekit 101 may include a bumper housing, shock absorber, wiring harness,and sensor assembly.

The suspension kit 101 may be coupled to a chassis 151 via one or moremounting points 116. While not limited, an off-road enthusiast wouldrecognize the versality of the suspension kit 101 in that the vehicle106 may be modified or retrofitted in an after-market state (e.g., thevehicle was previously sold from a dealership, and originally withoutthe suspension kit 101 coupled therewith, etc.).

The suspension kit 101 may be operable with one or more axles 109, withonly reference to a single axle made here (any other axle may beredundantly configured). As shown in FIG. 1B, the kit 101 (e.g., one ofits components) may coupled with a suspension 104 having an uppercontrol arm 152 and/or a lower control arm 153. The control arms 152,153 may be coupled with the axle 109 and or drum (or disc) 154, whichmay result in influence on direction of a wheel(s) 108.

The suspension kit 101 may include one or more shock absorbers 117,which may be in operable communication with a respective air spring 132.As a conventional vehicle is likely to come with a coil spring, thevehicle 106 may need to be modified to have the coil spring removed andthe air spring 132 installed in its place.

The suspension kit 101 may come with a bumper housing 110, which may becoupled with the chassis 116. Again, as a conventional vehicle is likelyto come with a traditional bumper (if any bumper), the vehicle 106 mayneed to be modified to have the bumper housing 110 coupled therewith.

The bumper housing 110 may be suitable to provide bumper functionality;however, the bumper housing 110 may also have one or more subcomponentshoused therein, such as an air compressor 134 and a control unit 112.Although not shown here via wiring, tubing, etc., one of skill wouldappreciate the control unit 112 may be in operable communication withany component of the suspension kit 101. For example, the control unit112 may have signal communication (e.g., data inputs and outputs) withthe shock absorber 117. In a similar manner, the control unit 112 may bein operable communication with the air compressor 134, which may in turnbe in operable (fluid) communication with the air spring 132. Thecontrol unit 112 may be completely isolated from any other vehiclecontrol systems. On the other hand, components of the kit 101 may bepowered via the vehicle battery. The off-road enthusiast may be pleasedto find the bumper housing 110 may have a (powered) winch 115 disposedthereon. Although not viewable here, the suspension kit 101 may includewiring, wiring harness, etc. for power, data transfer, and the like.

Referring now to FIGS. 2A, 2B, 2C, and 2D together, a front ‘closeddoor’ view and an ‘open door’ view of a bumper housing useable with anair suspension kit (or assembly), a 2528.042 US NPROV 9 component viewof a compressor and a control unit disposed within the bumper of FIGS.2A and 2B, and a circuit board for the control unit, respectively,illustrative of embodiments disclosed herein, are shown.

FIGS. 2A-2D show a bumper housing 210 useable with embodiments disclosedherein. While it need not be exactly the same, the housing 210 may belike that of housing 110 or others described herein, etc., andcomponents (or subcomponents) thereof may be duplicate or analogous.Thus, only a brief discussion of the housing 210 may be provided,recognizing that differences, if any, would be discernable by one ofskill in the art, especially in view of the present disclosure.

The housing 210 may be a frame-type structure made of a rugged, durablematerial, such as metal or carbon fiber. The housing 210 may have afirst side 237 a and a second side 237 b, a top side 238 a and a bottomside 238 b, as well as a frontward (outward facing) side 245 a and arearward (inward facing) side 245 b.

The bumper housing 210 may have an inner cavity 239 protectable via amoveable door 235. For example, the door 235 may be pivotably coupledwith the housing 210. In embodiments, the door 235 may have one or morevents 241. FIGS. 2A and 2B show the door 235 in a closed and openposition, respectively.

The door 235 provides protection against components disposed within thecavity 239, such as an (air) compressor 234 and a (air) control unit212. There may also be a fluid storage tank (such as an air tank)disposed within the cavity 239 (not viewable here). The ability to openthe door 235 then facilitates easy access to components within thehousing 210. The door 235 may be secured closed, such as by snugtolerance fit between the door 235 and the housing 210, while otherdevices may be used, such as latches, clips, etc. So that an air signalmay be received when the door 235 is closed (such as via air tube 256),there may be one or more slits or openings 241.

In addition or in the alternative to a separate storage tank, the bumper210 itself may be configured to store air. For example, there may be aninner chamber within sidewall 273 that may be in fluid communicationwith the compressor 234, and/or the handle 236 may have a hollow orhandle chamber within sidewall 236 a that may be in fluid communicationwith the compressor 234 and the inner chamber. As such, there may be anair bleed 272 suitable for use as an air source. For example, an airhose may be coupled to the bleed 272, and a device (such as a tire) maybe filled with air. The compressor 234 may be operable to autofill, suchas based on a level or pressure reading. The compressor 234 may be inoperable communication with one or more of air springs (332, FIG. 3C).

Within the cavity 239 there may be a floor or base 242, for which one ormore of the aforementioned components may be (securely) disposedthereon, such as via welding, nut/bolt, clamp, screws, and the like. Forexample, FIG. 2C shows an up-close view of the compressor 234 and thecontrol unit 212 mounted thereon.

The control unit 212 may be in operable communication with one or morecomponents described herein, such as a shock assembly and the compressor234. As shown in FIG. 2D, the control unit 212 may have a processor andother circuit equipment in signal and operable communication with kit(101). The circuit board 257 may be installed within the unit with thedata plug 258, board 257, unit wiring, etc. The circuit board may beprotected within an air unit cover coupled with a base. The processormay be configured or otherwise operably programmed (such as withcomputer instructions) for processing or otherwise using data (signals,etc.) from the sensor assembly (323). The sensor assembly may couplewith the plug 258.

The control unit 212 may provide an auto-leveling function to thevehicle (106) as a result of data received from a vehicle sensor. Thecontrol unit 212 may reduce the heigh of the vehicle as a result of datareceived from a vehicle sensor. The data received may be related tospeed calculated by way of changes in vehicle height. In embodiments,the control unit 212 may be operable with a setpoint, whereby thecontrol unit 212 may reduce the height of the vehicle when the setpointis exceeded. The control unit 212 may prevent increases in the heightuntil the setpoint is no longer exceeded.

FIG. 2D shows the cover removed from the base 212 b. Any component ofthe bumper housing 210 may have wiring, tubing, etc. (see, e.g., 255operatively associated therewith as may be needed to provide the desiredfunctionality of the kit (101). Connections may be for electricalsignal, pneumatic signal, fluid transfer, and the like.

The bumper housing may have a (powered) winch 215 (with cable 215 a)disposed thereon, such as on the top side 238 a (or a respective panelthereof). There may also be a support handle 236 (which may be usable asa push bar, air tank, or both). There may be one or more eyelets 240.The eyelets 240 may be configured for coupling a tow strap (orcomparable), whereby the vehicle (106) may now be pulled by (or pull)another vehicle.

Referring now to FIGS. 3A, 3B, 3C, and 3D together, a longitudinal sidecross-sectional view of a shock absorber, a longitudinal sidecross-sectional view of a magnet assembly, a side component view of ashock absorber installed on a vehicle, and a top-down view of a controlpanel respectively, illustrative of embodiments disclosed herein, areshown.

FIGS. 3A-3D show a shock absorber 317 useable with embodiments disclosedherein. While it need not be exactly the same, the shock absorber 317may be like that of shock 117, or others described herein, etc., andcomponents (or subcomponents) thereof may be duplicate or analogous.Thus, only a brief discussion of the shock absorber 317 may be provided,recognizing that differences, if any, would be discernable by one ofskill in the art, especially in view of the present disclosure.

The shock absorber 317 may be part of an overall suspension system(104), as well as part of air suspension kit (101), for use with avehicle system (100). The shock absorber 317 may have an absorberhousing 321, which may be a cylindrical type structure made of a rugged,durable material, such as metal or carbon fiber. One or more componentsof the shock absorber 317 may be aluminum or other type of non-ferrousmaterial.

Referring briefly to FIGS. 4A and 4B together, a simplified blockdiagram view of vehicle having an elevated heigh and a reduced height,respectively, illustrative of embodiments disclosed herein, are shown.

FIGS. 4A and 4B show a vehicle 406 moving (driven) with an elevatedheight h2. The vehicle 406 may be configured with a suspension kit(e.g., 101) as described herein. An air controller 412 may be programmedwith one or more parameters or set points related to vehicle operationor performance. For example, the controller 412 may be programmed totake a corrective action based on the speed of the vehicle 406 at theheight h2. The controller 412 may receive information via communication461 about the vehicle speed based on readings obtained from the shockassembly 417. In the event the setpoint is exceeded, the air controller412 may provide a signal to the kit in order to reduce the height of thevehicle to a safe height h1.

Returning again to FIGS. 3A to 3D, as shown, the absorber 317 may havean (longitudinal) axis 325). The absorber housing 321 may have a firstend 359 a and a second end 359 b. While it need not be limited, thefirst end 359 a may be open (but otherwise enclosed by a cap or plug362, while the second end 359 b may have an integral enclosure. Thesecond end 359 b may be configured for coupling to or otherwise beingengaged with a chassis, suspension, etc. For example, FIG. 3C shows(partially) the second end 359 b engaged with the suspension 304 (orother part of chassis).

In embodiments, there may be a bushing 371 proximate to the second end359 b. The bushing 371 may be a pliable material, such as rubber, andthus have some amount of flexibility. Yet the bushing 371 may be rigidenough to prevent problems that may otherwise arrive by having thehousing 324 on the side of the absorber housing surface 322. As theabsorber 317 may have a degree of rotational movement, the assembly 323may be susceptible to hit other parts of the vehicle; however, thebushing 371 may prevent or mitigate this.

The bushing 371 may have a first hole for accommodating fitting around abolt or other part of the chassis fastener. The bushing 371 may have aguide hole 371 a for fitting the wiring 329 therethrough. Holding thewiring in place 329 may keep it from dangling, being damaged or wrappedup against another component.

The absorber 317 may have an absorber rod or piston 318 movingly coupledwith the housing 321. A first end 318 a of the rod 317 may be externalof the housing 321, while a second end 318 b may be (movably) disposedwithin the housing 321. FIG. 3A shows the second end 318 b may bedisposed within the housing 321 in a suitable manner to form a fluidchamber 360 (which may be filled with hydraulic fluid, compressiblefluid, or the like). There may be a first fluid chamber 360 and a secondfluid chamber 360 a. Any of the chambers 360, 360 a may be filled with afluid. For example, the first fluid chamber 360 may have a first fluid(such as a compressible, inert gas like nitrogen), and the second fluidchamber 360 a may have a second fluid (such as an incompressible liquid,like oil).

On the other hand, FIG. 3C shows an eye mount 364 of the first end 318 amay be coupled with the suspension 304 (or other part of chassis). Therod 318 may have a magnet assembly 319 disposed therearound. Forexample, the magnet assembly 319 may be held in place on the second end318 b of the rod 318. The magnet assembly 319 may be held in place viaadhesion, glue, etc. with a surface or portion 398 of the shock 317.FIG. 3B shows the magnet assembly 319 may include a spool or hollowedshaft 319 a, whereby one or more magnets 365 may be disposedtherearound. The magnets 365 may be ring magnets. The magnet 365 mayabut against a shouldered or flared end 319 b. An end piece (such as anut) 366 may be engaged with the spool shaft 319 a in a manner suitableenough to hold the magnet(s) 365 in place.

An outer surface 322 of the absorber housing 321 may have a sensorassembly 323 coupled therewith. Although not shown here, the housing 321and the sensor assembly 323 may be formed integral with each other as asingle body. The sensor assembly 323 may have a generally tubular body324 with its own (longitudinal) axis 326. The sensor assembly 323 may becoupled with the housing 321 in a manner whereby the axis 326 isparallel to shock absorber axis 325. The same holds whether on alongitudinal or an azimuth. One of skill would appreciate that‘parallel’ may be to the eye or to a feasible tolerance, but withoutexact mathematical precision to an infinite decimal.

The assembly 323 may have a sensor 324 a. The sensor 324 a may be a HallEffect sensor, and thus configured to provide a reading (i.e., signal)based on location or movement of the magnet assembly 319. The sensor 324a may be a plurality of hall effect sensors 370 spaced apartincrementally along (and within) the body 324). Signal transfer may bebetween the sensor assembly 323 and an air control unit (212) via wiring330. The wiring 330 may provide for bi-directional data transfer 361therebetween. In embodiments, the signal from the sensor assembly 323may be an output (to the control unit [212]).

Based on programming and real-time readings, the control unit may thensend a control signal to an air compressor (234), which then results ininflation/deflation of an air spring(s) 332. FIG. 3D shows an additionalor alternative way of controlling (or adjusting) suspension kitoperation. For example, a user activated control pad 368 may be used toprovide various commands to components within the kit (101). Forexample, the control pad 368 may provide an operator the ability toincrease or decrease height of the vehicle, and/or tilt angle.

Additional understanding of operation of embodiments herein now follows.

Sensor Operation—Speed Calculation

Embodiments herein may utilize the hall effect sensor assembly 323configured in a manner to read changes in height (linearly) as the shock317 (and thus magnet assembly 319) travels up and down through thenormal course of suspension operation as the vehicle moves over anyterrain. This may provide for the ability to read or otherwise measurethe frequency of vibration as the vehicle moves over a surface.Embodiments herein may provide for reading pressure, changes inpressure, changes in height, and vibration.

Even on a perfectly flat surface the suspension kit (and thus thevehicle) will still have a waveform produced at multiple measurablefrequencies that may be predetermined. One of these in particular is toallow determination what type of surface the vehicle is traveling overand also at what speed the vehicle is traveling.

As the suspension, tires, road surface and everything else creates aharmonic frequency, the changes are measured by the sensor assembly 323(in operable communication with ACU 312), and thus this data may becompared in time segments to past frequencies, such that a determinationof many details about the vehicle condition and status may be known orcalculated (or approximated).

The sensor 324 a may be configured to read changes associated withmovement of the magnet assembly 319, which may be disposed within theshock absorber 317. The sensor 324 a may include one or more hall effectsensors 370 spaced apart incrementally within body or housing 324.

The movement of the magnet assembly may result in a measurable(electrical) signal that may then be sent via wire or wirelessly the ACU(212). The ACU may be operable and programmed to analyze and interpretthe signal data on an intermittent or ongoing and continuous basis.

The computer 312 may receive signal data transmitted by the sensor shockassembly 323 and can on its own, within a predetermined and defined setof rules, make changes to the vehicle suspension system. In embodiments,the ACU control may be completely isolated from other vehicle controlaspects. That said, in other embodiments, the ACU may potentially makechanges to any other electrical component of a vehicle.

As a working example of embodiments herein, the suspension kit (101) ofthe present disclosure may be able to detect one or more wheels hasbecome bent or damaged, or if you have lost wheel balance or a wheel.This facilitates operator knowledge as to which wheel may requireattention or maintenance, and thus know to get it repaired. Additionallythis system may perform calculations suitable to detect an airsuspension system leak and may on its own test the system to identifythe extent of the leak and pinpoint which component has the failure. Thesystem may provide notification to an operator via a display screen thatone or more components of the vehicle has suffered damage and may needto repair this part of the vehicle.

The system may then make changes to the remaining functioning parts ofthe suspension system in order to support the weight of the vehicle toallow the vehicle driver to still drive at low speed to make it to arepair shop or back home, and may thus prevent one from being strandedin the wilderness or a city or anywhere, otherwise away from help.

The system may be operably configured to determine how many passengersmay be riding in the vehicle based on changes in vehicle weight, ordetermine decreased or increased aggressiveness driving, which may thencause the suspension to change fluid viscosity and either be stiffer orsofter depending on what type of ride quality is needed for how thevehicle is being used, and may be by screw, nut/bolt, weld, and soforth.

Embodiments herein are beyond common sense or predictable results basedon the unexpected configuration of components, the type of data beingrecorded, and the way in which the data is analyzed and put to use

Up to this point in the marketplace, attention has been on suspensionheight readings, which in turn are used to make changes to suspensionheight only.

Advantageously, embodiments herein provide for utilizing a different,thus previously unutilized waveform frequency produced by the type ofmagnet and sensor assembly described herein. Operating together, thesensor assembly 323 and the magnet assembly 319 may be configured todetermine much more than simply ride height. For example, the assembly323 may detect changes in the driveline, such as a faulty harmonicbalancer or engine misfire. Embodiments may detect transmission issues,wheel and tire issues, basically anything with the rolling assembly,road surface changes, or anything that would be carried inside thevehicle and create weight, all combined.

As the sensor assembly 323 may provide waveform readings from vibrationfrequency, these can be caused and altered by a wide variety ofcomponents and factors, much broader in terms of data collection anddata usage than simply reading suspension ride height or drivelinerevolutions. This signal data may facilitate the ability to affect manydifferent functions of the vehicle, from safety features toconveniences, or notifying an operator of component failure or rollingassembly damage.

Using this technology you would be able to increase your groundclearance or decrease your ground clearance manually or automatically,either completely hands-free or simply with the push of a button,thereby increasing driver safety, preventing driver and vehicle frombecoming stuck in rough Terrain or from being disabled due to some typesof vehicle damage and being able to traverse additional train that waspreviously prohibitive to fixed height suspension. Additionally thistechnology adds intelligent automated hands-free decision-making viacomputer by utilizing frequency analysis. This technology can determineif the vehicle is parked, sitting still with the engine running orturned off or driving and can also tell at what speed the car istraveling and over what type of terrain. Being able to collect andanalyze this data allows for many additional features to enhance thedriving capabilities and experience while maintaining completelyhands-free ease-of-use for the driver

There are parameters of the control system that may be utilized and arebetter served by knowing the current physical status of the vehicle sothe ACU may make decisions and adjust the operation accordingly.Knowing, for example, how fast the vehicle is traveling, if the vehicleis driving in On-Road or Off-Road conditions, if the vehicle is parkedat a stoplight, etc. the ACU may make decisions about the functionalityenhancing the overall user experience dynamically while using thisproduct.

In embodiments, the kit may include one or more sensors thatrespectively connected to the shocks of the vehicle being evaluated.These sensor assemblies may be connected to a controlling centralprocessing unit (CPU) of the ACU that provides them conditioned powerand reads the resulting signal from each corner of the vehicle. Thebasic control system may keep suspension heights within limits of thesetpoints chosen by the user by making adjustments on the control pad368 (also in operable communication with the ACU, such as via wiring orwireless).

In some aspects, there may be some setpoints an operator may choose thatmay result in “unsafe” driving conditions. Accordingly, the ACU may beoperably configured in a manner to find or otherwise detect thesedriving conditions within signal data, such that the ACU may overridethe current setpoints to assure that the vehicle remains driving in“safe” conditions.

Embodiments herein may use a “band pass” filter that is adjusted to theresonant frequency of the vehicle and looks for deviations from thatsignal to determine when the vehicle is traveling off road. Embodimentsherein may utilize the peak-to-peak height of the resulting AC signalthat is “riding” on top of the DC height signal to determine that thevehicle is driving as this resulting resonant frequency will appear ontop of the height signal while the vehicle is in motion. Additionally,the embodiments herein may look for “excursions” within that signal tobe above a pre-determined height percent of the average resonant signalto determine that the vehicle is driving in off-road conditions and itwill make adjustments to the dynamic control of the system accordingly.

The resulting resonant frequency of the vehicle that will occur whendriving can change dramatically depending on physical influences on thevehicle. Some examples of these physical influences can be (but are notlimited to): Tire size and tread, Vehicle height, Road conditions,Driving speed, Driving style.

The suspension kit of the present disclosure may be installed intovarious types and sizes of vehicles with differing options. As such, thesystem may be operable to seek or detect dynamic differences in theresulting signals relative to each other to determine what state thevehicle is in and how to adjust operational parameters to keep thedriving experience safe for the user.

As stated above, this system has the advantage of not being “tuned” tobe specific to a certain type of vehicle with specific accessoriesinstalled on that vehicle. This system uses mathematical averagesdynamically to look for outliers in the general dynamic operation of thesystem to determine when there are deviations in the driving experience,and if the conditions are such that the system needs to be adjusted tomake it safer for the user, the system will make those adjustments.Additionally, these same data points can be used to determine if thereare just similarities in the resulting signals that are being caused byother driving conditions and that the switching of operating modesshould be suppressed until a positive determination can be made.

Advantages

You could use existing rotating magnetic sensors to detect speed andperform a portion of the functions of our innovation, but it could notperform all of the functions. You could use other height sensingtechnology to perform a portion of our features, but it could notperform all of the functions. Our system performs all of those functionsand more with one system. How it works differently from other devicesand processes is that it is reading vibration frequency wave forms.

Traditional speed sensing technology has a sensor that reads a pointrotating on a drive shaft or similar device to read engine RPM and milesper hour by counting revolutions. Current height sensing technology usesradial or linear potentiometers to simply read high and low variances insuspension travel. Our system is reading the high frequency signatureswithin the “noise” riding on the height signal, which is able to providemany more data points in a given sampling then either of the currentexisting systems and therefore allows us to determine many other aspectsof the vehicle status.

While preferred embodiments of the disclosure have been shown anddescribed, modifications thereof may be made by one skilled in the artwithout departing from the spirit and teachings of the disclosure. Theembodiments described herein are exemplary only and are not intended tobe limiting. Many variations and modifications of the embodimentsdisclosed herein are possible and are within the scope of thedisclosure. Where numerical ranges or limitations are expressly stated,such express ranges or limitations should be understood to includeiterative ranges or limitations of like magnitude falling within theexpressly stated ranges or limitations. The use of the term “optionally”with respect to any element of a claim is intended to mean that thesubject element is required, or alternatively, is not required. Bothalternatives are intended to be within the scope of the claim. Use ofbroader terms such as comprises, includes, having, etc. should beunderstood to provide support for narrower terms such as consisting of,consisting essentially of, comprised substantially of, and the like.

Accordingly, the scope of protection is not limited by the descriptionset out above but is only limited by the claims which follow, that scopeincluding all equivalents of the subject matter of the claims. Each andevery claim is incorporated into the specification as an embodiment ofthe present disclosure. Thus, the claims are a further description andare an addition to the preferred embodiments of the present disclosure.The inclusion or discussion of a reference is not an admission that itis prior art to the present disclosure, especially any reference thatmay have a publication date after the priority date of this application.The disclosures of all patents, patent applications, and publicationscited herein are hereby incorporated by reference, to the extent theyprovide background knowledge; or exemplary, procedural or other detailssupplementary to those set forth herein.

What is claimed is:
 1. An air suspension kit for a vehicle comprising: abumper housing for coupling to the vehicle; a shock absorber assemblyfor coupling between an axle and suspension of the vehicle, the absorberassembly further comprising: an absorber body having an outer surface; amovable piston having a first end disposed within the absorber body anda second end coupled with the axle, wherein a magnet assembly isdisposed around the movable piston at the second end; a sensor assemblyhaving a sensor body coupled with the outer surface, wherein an innersensor body has a hall effect sensor disposed therein; and an airspring, wherein the sensor assembly is configured to detect changes inthe position of the magnet assembly.
 2. The air suspension kit of claim1, wherein the bumper housing further comprises: an inner cavityaccessible by opening a bumper door; an air compressor disposed withinthe inner cavity; a control unit also disposed within the inner cavity,and operably engaged with the shock absorber assembly via a cable,whereby a speed calculation is determined based on changes in linearheight of the magnet assembly.
 3. The air suspension kit of claim 2,wherein the air control unit is operably configured to change a heightof a portion of the vehicle by activating the air compressor to fill ordeflate the air spring.
 4. The air suspension kit of claim 2, whereinthe sensor assembly has a central sensor axis, wherein the absorber bodyhas a central body axis, and wherein the central sensor axis and thecentral body axis are parallel to each other.
 5. The air suspension kitof claim 2, wherein the magnet assembly comprises: a hollow spool bodycomprising a flared end; a first ring magnet disposed around the hollowspool body, and engaged with the flared end.
 6. The air suspension kitof claim 2, wherein the absorber body has a first body end for receivingthe movable piston therethrough, and a second body end for coupling theshock absorber assembly with a chassis of the vehicle, wherein thesecond end comprises a bushing.
 7. A shock absorber assembly for avehicle, the shock absorber assembly comprising: an absorber body havingan outer surface; a movable piston having a first end disposed withinthe absorber body and a second end configured to couple with a part ofthe vehicle, wherein a magnet assembly is disposed around and externalof the movable piston at the second end; a sensor assembly having asensor body coupled with the outer surface, wherein an inner sensor bodyhas a hall effect sensor disposed therein configured to detect a linearchange in a position of the magnet assembly.
 8. The shock absorberassembly of claim 7, wherein the detection of the linear change in theposition of the magnet assembly results in a data signal used forcalculating a speed of the vehicle.
 9. The shock absorber assembly ofclaim 7, wherein the sensor assembly has a central sensor axis, whereinthe absorber body has a central body axis, and wherein the centralsensor axis and the central body axis are parallel to each other. 10.The shock absorber assembly of claim 7, wherein the magnet assemblycomprises: a hollow spool body comprising a flared end; a first ringmagnet disposed around the hollow spool body, and engaged with theflared end.
 11. The shock absorber assembly of claim 10, wherein theabsorber body has a first body end for receiving the movable pistontherethrough, and a second body end for coupling the shock absorberassembly with a chassis of the vehicle, wherein the second end comprisesa bushing.
 12. An air suspension kit for a vehicle comprising: a bumperhousing for coupling to the vehicle, the bumper housing furthercomprising: an inner cavity accessible by opening a bumper door; an aircompressor disposed within the inner cavity; a control unit alsodisposed within the inner cavity; a shock absorber assembly for couplingbetween an axle and suspension of the vehicle, the absorber assemblyfurther comprising: an absorber body having an outer surface; a movablepiston having a first end disposed within the absorber body and a secondend coupled with the axle, wherein a magnet assembly is disposed aroundthe movable piston at the second end; a sensor assembly having a sensorbody coupled with the outer surface, wherein an inner sensor body has ahall effect sensor disposed therein; and an air spring, wherein thecontrol unit is operably engaged with the shock absorber assembly via acable, wherein the sensor assembly is configured to detect changes inthe linear position of the magnet assembly, wherein a speed calculationis determined based on changes in linear height of the magnet assembly.13. The air suspension kit of claim 12, wherein the air control unit isoperably configured to change a height of a portion of the vehicle byactivating the air compressor to fill or deflate the air spring.
 14. Theair suspension kit of claim 13, wherein the sensor assembly has acentral sensor axis, wherein the absorber body has a central body axis,and wherein the central sensor axis and the central body axis areparallel to each other.
 15. The air suspension kit of claim 14, whereinthe magnet assembly comprises: a hollow spool body comprising a flaredend; a first ring magnet disposed around the hollow spool body, andengaged with the flared end.
 16. The air suspension kit of claim 15,wherein the absorber body has a first body end for receiving the movablepiston therethrough, and a second body end for coupling the shockabsorber assembly with a chassis of the vehicle, wherein the second endcomprises a bushing.
 17. The air suspension kit of claim 16, wherein thecable is disposed through the bushing.